Fluid-pressure brake apparatus.



y W. V. TURNER. FLUID PRESSURE BRAKE APPARATUS. 'APPucATlou FILED HAYS. 1915.

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W V. TURNER. FLUID PRESSURE'BRAKE APPARATUS. APPLICATION FILED MAYS, 1915.

Patented 001;. 31, 1916.

3 SHEETS-SHEET 2.

W. V. TURNER. FLUID PRESSURE BRAKE APPARATUS.

APPLICATION FILED HAYS, I915- Patented Oct. 31, 1916.

3 SHEETS-:SHEET 3.

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or V PENNSYLVANIA. v

TWILMERDING, PENNSYLVANIA, A CORPORATION FLUID-PRESSURE BRAKE APPARATUS.

Specification of Letters Patent.

rateneeeoet. 31, rain.

Application filed May 5, 1915. Serial No. 25,920.

2 '0 all whom it mag concern:

Be it known that I, WALTER V. I mnnn, a citizenof thefiUnited States, res ding at Edgeivood, in theiccunty of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Fluid-Pressure Brake Apparatus, of Which the following: is a specification This invention relates to fluidv pressure brakes, and the aprincipaluobject of th'elinvention is to provide abrake apparatus adapted to effect a substantially simultaneous application of the brakes throughout the train. V

lVhile the well known quick seriallaction feature heretofore employed for locally venting the bralrepipe to secure the rapid transmission of the, brake pipe reduction through the train operates with sufficient lisions, and sometimes buckling of: the train.

it will thus be evident thatin handling long 'tlreight trains it is highly desirable to have the brakes applied on all the cars of the train as nearly simultaneously as possible.

in the accompanying drawings, Figure l a diz-igrammatic view of a car air brake equipment with n y improvements applied thereto; Fig. 2 a central sectional view of the vent'va ve mechanism,showing the parts in normal release position; Fig. 3 a similar view, showing the parts in the final emergency application ptsiticn; Fig. l a fragmentary sectional view showing the emen gencyvalve in serviceapplication position; Fig. 5 a fragmentary sectional view, showing the emergency valve and the quick action valve in an intermediate position, as-

sumed upon a sudden reducticn in brake pipe pressure;

Fig. 6 a fragmentary sec- -tional view showing the emergency valve in the emergency lapposition; Fig. 7 a central sectional view ofthe-triple valve device and the holdba ckuvalve mechanismi. With;;.the 7 parts in normal release position; Fig. 8a similar view, showing the parts 1n the initial emergency application position; and

9 a fragmentary sectional View, show-- ing the hold backvalvetineohanismin open position.

According toimy invention, a triple valve ClGVICG- 1 18 provided, having a brake pipe connection 2 to a vent valve mechanism 3:

and connected by the respective pipes l and 5 tobralte cylinder 6 andiauxiliary' reservoir 7.

The vent valve .mechanism 8: may "coinprise a casinghaving passages Sand 9 lead ing to portions of the mainbrake pipe 10 and ii, one portion of the brake pipe opening forward and the other rearward,,according to -which way the car is turned.

Within the vent valve casing is'an emergency valve mechanism comprising a piston 12, contained in piston chamber 13, and a main slide valve 14 and a graduating slide valve 15 contained in valve chamber 16, and adapted to be operated by piston 12.

Tlhere is also provided a quick action valve mechanism comprising a piston 17 contained in pistvn chamber 18, and a valve 19, contained in valvechamber 20, and adapted tobe operated by piston 17.

Tvvo brakepipe-check valves'Ql and 22 are -empleyed the check valve 21 preventing back flew to the brake pipe passage 9 and the check valve 22 to the passage 8. Two

cutoii check valves 23 and 2st are'also provided, the check valve 28 having a passage 25, lea'din from the space above the check valve tobralte pipe passage 9 and the check valve 24: having a passage 26 leading from the space above the check valve to passage 8.

it passage 27, leading from check valve chamber 20, opens to pipe 2 and it is through this passage that the brakepipe 'pressureion he triplej valve piston is controlled.

As shown in Figs. 7,8,and9 of the drawings,the triple valve may be of thestan'dai'd retarded not essential. l

The triple valve'device may comprise a casing havinga piston chamber 28 connected by passage 29' With brake pipe connection2 andcontaining piston 30 and having a valve chamber 33 containing main slide valve 31 and graduating slide valve .32 adapted to be release type, although this is.

operated by; iston; 30,1; the valve:chamberi33 being open through pipe 5 to the auxiliary reservoir 7. In addition, the triple valve casing contains a double seating valve piston 3% for controlling the admission of fluid from the auxiliary reservoir to the brake cylinder in an emergency application of the brakes.

The valvepiston 34: may be arranged, as shown in a separate section which may be applied to the triple valve device in place of the usual quick action valve section. The valve piston 34; is provided with a piston stem reciprocating in chamler 36 and con trolling communication from brake cylinder passage 37 to chamber 36, the port opening of passage 37 being so located that nearly the "full movement of the valve piston 34 to its lower seat is required to open the passage to chamber 86. The chamber 39 below the valve piston 55% is open through passage e0 to brake pipe passage 29.

A passage ll leads from the piston chamber 28 to the space above the valve piston 3d. and outside of the seated area thereof. Said passage is so po=itioned that normally the passage opens at the brake pipe side of the piston 30 but when the piston moves to emergency position, the passage opens to the auxiliary reservoir side.

in operation, assuming that the brake pipe portion 11 is toward the brake valve end of the car, when fluid is supplied to the brake pipe in the charging position of the brake valve, in the usual manner, there is a flow oi fluid from the brake pipe portion 11 to passage 9, whence it flows through passage 25 to a two way passage e2 leaning to the check valve chamber 20. Since the two way passage normally connects the respective chambers above the cut oil check valves 23 and 24, fluid can also flow from passage 25 to passage 26 and thence through brake pipe passage 8 to brake pipe portion 10 leading to the rear of the train, so that the cars at the rear may be charged with fluid under pressure in the usual manner. From check valve chamber 20, fluid flows through passage 27 and pipe 2 to the piston chamber 28 of the rio e va ve cevice anc nce' ro n ie t 11 l l lthe th ug tl usual feed groove 43 to valve chamber 33, thus charging the auxiliary reservoir 7 with fluid under pressure from the brake pipe.

ll ith the triple valve in release position, as

shown in 7 of the drawings, the brake rename 50, containing a non-return check valve 51, and charges the valve chamber 16, and the communicating quick action chamber 52 with fluid under pressure.

in the normal release position of the emergency valve mechanism, a passage 53 leading to the chamber 54- at the back of an emergency stop device 55 is connected by a port so in the slide valve i i with the quick action chamber, so that fluid under pressure is normally supplied to the chamber 54.

A. passage 57 opening to the atmosphere and leading to the seat of the slide valve 14 has branches leading to the under sides of the cut off check valves 23 and 2e and since the lower areas of the check valves are thus subject to atmospheric pressure, the brake pipe pressure acting on the upper areas serves to maintain the check valves at their lower seats.

If a gradual reduction in brake pipe pressure is made to effect a service application of the brakes, such reduction will be communicated to the triple valve piston from passage 9 through passage 25, passage 42, check valve chamber 20 and passage 27 and the triple valve parts are then moved in the usual manner to service application position, in which port 58 in the slide valve 31 is cau ed to register with brake cylinder passage 45, so that fluid is supplied from the auxiliary reservoir to the brake cylinder to effect a service application of the brakes.

In the vent valve mechanism, the emergency piston 12 moves out in response to the gradual reouction in brake pipe pressure, also moving the auxiliary valve 15, this movement being limited by a spring stop 59, mounted within the emergency stop device 55.

In the position in which the piston 12 engages the stop 59. as shown in Fig. 4- of the drawings, port 60 in the auxiliaryvalve l5 registers with a port 61 opening. into cavity 62. Since cavity 62 is now in registry wi'h exhaust port 63, fluid will be vented from the quick action chamber 52 corresponding with the reduction in brake pipe pressure and when the quick action chamber pressure has reduced to a point slightly less than the reduced brake pipe, the piston 12 will move the auxiliary valve 15 back and close the port 61. In this way the pressure in the quick action chamber is maintained at substantially brake pipe pressure in making gradual reductions in brake pipe pressure, so as to prevent possible movement of the emergency valve mechanism to emergency position by the higher pressure which would otherwise exist in the quick action chamber.

If a sudden reduction in brake pipe pressure is made to eflect an emergency applicaof the brakes, the pressure in piston chamber 13 of the emergency valve mechanism is likewise reduced andthis reduction is'-'suilicient whales the piston rate more out beyond the service pos1tion of Fig. l to the position shown in Fig. 5, compressing the spring acting on the stop 59. 'lhe auxiliary'valve now uncovers a port-6 iin slide valve i l which registers witha passage leading to the chamber above the quick action piston 17, so that fluid from the quick action chamber 52 flows to the piston 1? and forces the same downwardly, opening the vent valve 19 7 Both the brake pipe and the brake pipe connection 2 are thus opened to the atmosphere vent port 66. lhe sudden drop in brake pipe pressure causesthe triple valve piston to move to emergencyposition, as

shoivnin Fig. 8 or the drawings, but it will no notee that in this position, there is no port opened (iv the triple valve for supplyingfluid to-the brakecylinder, as in the case oi the ordinary triple valve device;

The movement of the triple valve piston emergency position operates, however, to connect the passage ll tothe" auxiliary reservoir side of the piston, so that auxiliary reservoir-pressure new acts onthe exposed llhis movement brings the passage 53 into registr with cavit 62, so that the back of the stop device is now connected with ex- I haust port 63. The fluid pressure hack of the emergency stop being relieved, the quick and positive increment of the emergency valve mechanism to-tlie extreme outer position with the piston 12 against the sealing gasket is assured.

The movement of the slide valve i l to emergency position, shown in Fig. 3 of the drawings, disconnects port (it from passage and connects same through a port 68 with cavity '62 which is still in registry with e21 haust port 63. The quick action valve mechanism "will then he returned to closed position by the spring acting onthe valve 19, thus preventing further venting of fluid from the brake pipe so far as the quick action valve mechanism is concerned. Passage i7 is now open through branch passage 4-8 to valve chamber 16 and slide valve 1%: connects pas- ,sage 57 with a port69, opening into valve hamher 16, sothat fluid from the quick ac- ,1 ton chai'nber 52 and from the brake pipe mssig'es 8 and 9 flows to the atmosphere;

Since the reduction in brakepipe pressure at the brake valve continues there Will b8 a more rapid rate of reductionthrough the "passage 9 thanthe-pressure reduces through the restricted eiihaus't port open to the passage 57 and consequently tl e higher pressure below the cut-oh check valve 23 will lift same so as to cut oil communication to passage 9 it will thus be apparent that the brake valve vent is now out ch from the brake pipe hack of the vent valve mechanism. on the first car, so that the brake pipe pressure will cnly be reduced on the cars at the rear, at the rate permitted by the exhaust port of passage 57. p

The foregoing description ofthe operation assumes that the brake valve is at the side connected to the brake pipe portion 11. 1 .1? the car is turned about so that the brake pipe portion 10 is on the brake valve side, then the check valve 2% will be shifted to .cut off the brake valve from the brake pipe at the rear of the vent valve mechanism, the operation being substantially the same as hereinhetore described WllElGillB brake by a parted train or a b'urst'hose, as seen as the quick action valves have operated,

the cut-oil check valves adjacent to each side of the break will automaticalljv close the openends of the brake pipe in the same manner as when the brake valve is cut oil, upon effecting an emergency application with the orake valve It is possible that tiers will be a sufiiciently higherpressure underneath both cut-off check ivalves to inoinentarily lil't same to out as" the brake pipe connections, but only the one adjacent to the break or the brake valve vent Will remain in the closed position. The operation of the quick action valves throughoutthe train is the same as with th ordinary quick action] triple valves except that While the triple valves are moved to emergency apph cation position there is no flow oi iiuid from ie auxiliary reservoir to the brake cylinder.

After the quick serial action has traveled through the train and all of the quick action valves have been closed as hereinbeiore described, the brake pipe pressure still continues to reduce sloivlv through the passage 57 on each car. T he rate of reduction through the passage 5'? is slow enough to allow the brakepine pressure to equalize on the several cars. 7 T hat is to say, ii the brake pipe pressure should happen to be slightly higher one point than another, the pressure will flow from the high point to the low pointuntil equilibrium in pressure is 'estahlished throughout the length of the brake nipel In the tripple valve device, the hold'back valve piston 34 is new subject on one side to auxiliary reservoir pressure over the ex posed-area and on the opposite side to brake,

pipe pressure and the pressure ofa spring 70. It will now-be clear that Whenthehrake pipe pressure has reduced by flow through the passages 57 to a predetermined. degree, dependent upon the tension of the spring and the area exposed to auxiliary reservoir pressure, the hold back valve piston 3% will be moved from its upper seat by auxiliary reservoir pressure and since the full area is then exposed to auxiliary reservoir pressure, the prompt and positive movement of the valve piston to its lower seat is assured.

Since the passage 87 is cut oii" from the chamber 36 during the initial movement of th valve piston 34, full auxiliary reservoir pressure will act in chamber 36 to facilitate the prompt opening movement of same. Upon movement of the valve piston 84 to its lower seat, communication is opened from passage ll to passage 37, as shown in Fig. 9, so that fluid is now supplied from the auxiliary reservoir to the brake cyl inder.

Since, as hereinbeiore explained, t e brake pipe pressure reduces uniformly throughout the train, the critical predetermined pres sure, at which the hold back valves operate, is reached simultaneously on all the cars and the consequence is that fluid is simultaneously admitted to all the brake cylinders throughout the train. By thus providing tor-the simultaneous applicationof the brakes, dangerous shocks are prevented from the slack running in and long trains may be handled without diiiiculty. Furthermore, fluid may be supplied to the brake cylinder at a greater rate without danger, since the brakes are not applied at one section of the train ahead of another section.

When the brake pipe pressure has been reduced to a predetermined minimum degree through the passage 57, preferably at a point slightly below that at which the hold back valves open, the force exerted by the emergency spring 67 will be greater than that of the brake pipe pressure which acts in opposition to spring pressure and the emergency valve parts will then be shifted back to emergency lap position, as shown in Fig. 6 of the drawings. In this position, branch passage 48 is cut off from the valve chamber 16 and is opened to the brake pipe side of the piston, so that the brake pipe pressure can no longer reduce through the passage 57. The quick action chamber pressure, howev r, continues to reduce until the pressure therein is slightly below the brake pipe pressure, when the emergency piston and valves will be returned to normal position, as shown in Fig. 2.

' When the'brake pipe pressure is restored to release the brakes, the quick action chamber 52 will be recharged and the increased brake pipe pressure acting on the tripple valve piston will return the same to normal release position, permitting the exhaust of fluid from the brake cylinder and the recharging of the auxiliary reservoir.

When the brake valve is operated to effect a sudden reduction in brake pipe pressure and the first quick action valve is actuated to vent fluid from the brake pipe, a wave of reduction travels back through the train ahead of the serial operation of the quick action valves to reduce the pressure. According to my invention, advantage is taken of this fact, for whilethis wave of reduction is not of sufiicient intensity to move the emergency piston to emergency position, the same'will be moved to the service position, in which the auxiliary valve 15 uncovers the port 61, so that fluid from the quick action chamber 52 is vented to the atmosphere. As a result, there will be a serially increasing reduction in quick action chamber pressure toward the rear of the train by the time the quick action reduction in brake pipe pressure becomes suliicient to effect the movement of the emergency piston to its first emergency position and since the slide valve 14- dces not move until the brake pipe pressure has been reduced to a point, where the force exerted by the quick action chamber pressure exceeds the brake pipe pressure combined withthe pressure of the 7 spring 67, it will be clear that at the forward end of the train, the vent valves will be operated at a higher brake pipe pressure thaniat the rear of the train where the brake pipe pressure must be reduced lower than the reduced quick action chamber pressure. By reason of this, the brake pipe pressure at the rear of the train reduces to a lower point than at the trontbetore the brake pipe vent is restricted. As a consequence, the predetermined pressure at which the hold back valves operate can be reached more promptly and it also facilitates the action of the restricted brake pipe vents in equalizinc the reduction in brake pipe pressure throughout the train.

By providing means for automatically cutting oli the vent at which the sudden reduction is initiated and then slowly reducing the brake pipe pressure through a restricted vent at each car throughout the train, a uniform reduced brake pipe pressure throughout the train can be secured,

so that by providing a brake cylinder sup-V ply valve adapted to open at a predetermined reduction in brake pipe pressure, the brakes can be applied simultaneously.

H ing now described my invention, what i: claim as new and desire to secure by Letters Patent, is:

1. In a fluid pressure brake, the combination with a brake pipe, of means operating upon a sudden reduction in brake pipepressure for cutting or the section of brake pipe, leadin to the point of reduction, from the section of brake pipe leading away from igeoapve the brake pipe and each operated upon "a sudden reduction in brake pipe pressure for opening a restricted vent to the brake pipe,

to thereby effect a gradual reduction in brake p11 e pressure throughout the train.

l. in a fluid pressurebrake, the combination with a brake pipe, of a plurality of' emergency valve mechanisms connected to the brake pipe and each operated upon a sudden reduction inbrake pipepressure for opening a restricted vent to the brake pipe and means for cutting otlifrcmthe brake pipe the vent opening at which the sudden'reductionis effected When the'brake pipe pressure has been reduced to apredetermined degree.

Ina fluid pressurebrake, the combination With a brake pipe, of an emergency valve mechanism operated upon a sudden reduction in brake pipe pressure for opening a restricted vent to the brake pipe, a quickaction valve device for effecting a local reduction inb *ake pipe pressure, andmeans operated by the sudden reduction inbrake pipe pressure forcutting oil the local section of brake pipe atiivhich'the sudden reductionis initiated from the remainder ofthe brake pipe.

In al'iuid pressure brake, the combination with a brakewpipe, of a quick action valve device and an emergencyvalve mechanisin operated upon an initial sudden reduction in brake 'pipe pressure for operating said quick action valve device to efiiect a local sudden reduction in brake "pipe :pressure and the propagation of quick action thr ughcut the 'bral'zelpipeand adapted to open a restricted vent port to thebrakeipipe for gradually reducing theibrak-e pipe pressure. 7

7. In a fluid pressure brake, the combination with a brake pipe, of a quick action valve device and an emergency valve mechanism operated upon the initiation of a sudden reduction in brake pipe pressure for operating said quick action valve device to effect a local reduction in brake pipe pressure of a predetermined amount, said emertion with a brake pipe of a 'quickaction valve device, an' emergency valve mechanism operated upon theinitiation of a sudden reduction in brake pipepressure for operating said quick action valve device'to'efl'ect a local rechictionin brake pipe pressure of a predetermined amount, said emergency valve mechanism being-also adapted-to open-a restricted vent to the brake pipe for effecting sl -"further 'gi'adual reductionin-brake pipe pressure; and means operated by" the initial sudden redi on in brake pipe pressure for closing oil the local-section of brake pipe at which the initial reduction is effected from the remainder of the brake pipe.

9. in a fluid pressure brakeythe combination with 'a'bralze pipe, of an emergency valvemechanismoperated upon a sudden reduction in brake pine pressurefor opening a restricted vent to the brake pipe and means operated upon a predetermined reduction in brake pi 3e pressure for supplying fluid from a'source of fluid under pressure to the brake cyliiider.

10. In a fluid pressure brake, the combination with a brake pipe, of a quick action alve device; an emergency valve mechanism operated upon a sudden reduction in brake pipe pressure for operating said quick action valve device to effect a local reduction in brake pipe pressure and the propagation of quick action through. the brake pipe, said emergency valve mechanism being also adapted to open a restricted vent to the brake pipe for further reducing the brake pipe pressure, and-means oper ted upon a V pr-e'de ermined-reduction in brake pipe pres surethrough the restricted vent for supply ing fluid from asource of fluid under pressureto' the brakecylinder.

11. In a fluid pressure brake, the combination With a brake pipe, of a quick action valve device operating upon a sudden reduction in brake pipe pressure for ellectin'g a predetermined local reduction in brake pipe pressure, an emergency valve mecha ni'sm operating upon the sudden reduction in bra'kepipe pressure for opening a restricted venttoithebrake pipe for further reducing the brake pipe pressure, Vmea ns operated at a predetermined reduction "in rake pipe pressurethrough 'action of the restricted vent for supplying fluid from a source of fluidunder pressure to the brake cylinder, and means operated upon the sudden reduction in brake pipe pressure for closing off the section of brake pipe at which the sudden reduction is initiated from the remainder of the brake pipe.

12. In a fluid pressure brake, the combination With a brake pipe, of a quick action valve device and an emergency valve mechanism having one position in which the operation of the quick action valve device is effected to produce a local reduction in brake pipe pressure and another position in which a restricted vent is opened for gradually reducing the brake pipe pressure.

13. In a fluid pressure brake, the combination with abrake pipe, of a quick action valve device and an emergency valve mechanism operated upon a sudden reduction in brake pipe pressure for first operating said quick action valve device to effect a rapid local reduction in brake pipe pressure and then adapted to move to a position in which a restricted vent is opened to the brake pipe for gradually reducing the brake pipe pressure.

14. In a fluid pressure brake, the combination with a brake pipe, of a quick action valve device and an emergency valve mechanism operated upon a sudden reduction in brake pipe pressure for first operating said quick action valve device to effect a rapid local reduction in brake pipe pressure and then adapted to move to a position in which the closing of the quick action valve device is effected and a restricted vent is opened to the brake pipe.

15. In a fluid pressure brake, the combination with a brake pipe, of a quick action valve device and an emergency valve mechanism subject to the opposing pressure of the brake pipe and a chamber and operated upon a sudden reduction in brake pipe pressure for first supplying fluid from said chamber to the quick action valve device and for'then opening a restricted vent to the brake pipe and said chamber.

16. In a fluid pressure brake, the combination with a brake pipe, of a quick action valve device and an emergency valve mechanism subject to the opposing pressures of the brake pipe and a chamber and operated upon a gradual reduction in brake pipe pressure for venting fluid from said chamber and then upon a sudden reduction in brake pip-e pressure for first supplying fluid from said chamber to the quick action valve device to open same and for then opening a restricted vent to the brake pipe and said chamber and for venting fluid from the quick action valve device to close same.

-17 In a fluid pressure brake, the combination with abrake pipe, of a quick action valve device provided with two'brake pipe check valves, one for preventing back flow to the section of brake pipe extending in one direction and the other for preventing back flow to the section of brake pipe extending in the opposite direction.

18. In a fluid pressure brake, the combination with a brake pipe, of an emergency valve mechanism having a service position, an initial emergency position and a final emergency position, a stop for defining the service position and adapted to yieldingly resist movement of the emergency valve mechanism to the initial emergency position, and an emergency stop for defining the initial emergency position and adapted to yieldingly resist movement of the emergency valve mechanism to the final emergency position.

19. In a fluid pressure, brake, the combination with a brake pipe, of an emergency valve mechanism having an initial emergency position and a final emergency position, an emergency stop normally subject to opposing fluid pressures for defining the initial emergency position and adapted to yieldingly resist movement to the final emergency position, the movement of the emergency valve mechanism beyond the initial emergency position being adapted to relieve the fluid pressure on one side of the stop to thereby facilitate the movement of the emergency valve mechanism to the final emergency position.

20. The method of effecting an emergency application of the brakes upon a sudden reduction in brake pipe pressure which consists in transmitting quick serial action throughout the train to effect the opening of a restricted brake pipe vent port at each car, in closing off the local section of brake pipe Where the sudden reduction in brake pipe pressure originates, from the remainder of the brake pipe, and in supplying fluid to the brake cylinder upon a predetermined reduction in brake pipe pressure by the operation of the restricted brake pipe vent ports.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. Witnesses:

A. M. CLEMENTS, S. W. KEEFER.

Gopies of this patent may be obtained for five cents each. by addressing the Commissioner of Patents,

Washington, D. C. 

